Classifications

• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
  • F02F1/00—Cylinders; Cylinder heads 
  • F02F1/004—Cylinder liners
• • C—CHEMISTRY; METALLURGY
  • C23—COATING METALLIC MATERIAL; COATING MATERIAL WITH METALLIC MATERIAL; CHEMICAL SURFACE TREATMENT; DIFFUSION TREATMENT OF METALLIC MATERIAL; COATING BY VACUUM EVAPORATION, BY SPUTTERING, BY ION IMPLANTATION OR BY CHEMICAL VAPOUR DEPOSITION, IN GENERAL; INHIBITING CORROSION OF METALLIC MATERIAL OR INCRUSTATION IN GENERAL
  • C23C—COATING METALLIC MATERIAL; COATING MATERIAL WITH METALLIC MATERIAL; SURFACE TREATMENT OF METALLIC MATERIAL BY DIFFUSION INTO THE SURFACE, BY CHEMICAL CONVERSION OR SUBSTITUTION; COATING BY VACUUM EVAPORATION, BY SPUTTERING, BY ION IMPLANTATION OR BY CHEMICAL VAPOUR DEPOSITION, IN GENERAL
  • C23C4/00—Coating by spraying the coating material in the molten state, e.g. by flame, plasma or electric discharge
  • C23C4/04—Coating by spraying the coating material in the molten state, e.g. by flame, plasma or electric discharge characterised by the coating material
  • C23C4/06—Metallic material
  • C23C4/08—Metallic material containing only metal elements
• • C—CHEMISTRY; METALLURGY
  • C23—COATING METALLIC MATERIAL; COATING MATERIAL WITH METALLIC MATERIAL; CHEMICAL SURFACE TREATMENT; DIFFUSION TREATMENT OF METALLIC MATERIAL; COATING BY VACUUM EVAPORATION, BY SPUTTERING, BY ION IMPLANTATION OR BY CHEMICAL VAPOUR DEPOSITION, IN GENERAL; INHIBITING CORROSION OF METALLIC MATERIAL OR INCRUSTATION IN GENERAL
  • C23C—COATING METALLIC MATERIAL; COATING MATERIAL WITH METALLIC MATERIAL; SURFACE TREATMENT OF METALLIC MATERIAL BY DIFFUSION INTO THE SURFACE, BY CHEMICAL CONVERSION OR SUBSTITUTION; COATING BY VACUUM EVAPORATION, BY SPUTTERING, BY ION IMPLANTATION OR BY CHEMICAL VAPOUR DEPOSITION, IN GENERAL
  • C23C4/00—Coating by spraying the coating material in the molten state, e.g. by flame, plasma or electric discharge
  • C23C4/18—After-treatment
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
  • F02F1/00—Cylinders; Cylinder heads 
  • F02F2001/008—Stress problems, especially related to thermal stress

Definitions

• Cylinder liner with wear-resistant inner layer The present invention relates to a multi-layer cylinder liner, which is distortion and stress optimized. Furthermore, the present invention relates to a method for producing such a cylinder liner with wear-resistant inner layer.
• a cylinder liner comprising a cover layer and a wear resistant one Inner layer comprises, wherein the latter is arranged inside in the cylinder liner.
• the thickness of the wear-resistant inner layer decreases at least at one axial end of the cylinder liner or is reduced in one area. Since the stresses occur mainly in the region of the ends of the cylinder liner, the thickness of the wear-resistant inner layer is reduced according to the invention to the end of the cylinder liner.
• the wear-resistant inner layer may also terminate in a range of 1 to 20 mm, preferably 1 to 5 mm in front of at least one axial end of the cylinder liner.
• the thickness of the wear-resistant inner layer may be performed on at least one axial end of the cylinder liner in the direction of the end of the cylinder liner decreasing.
• the thickness of the wear-resistant inner layer may be reduced at at least one axial end of the cylinder liner only in a region of the end of the cylinder liner.
• the problem of tension is caused by a bimetal structure between the cover layer and the wear-resistant inner layer.
• the present invention aims to minimize bimetallic effects at the ends of a multilayer cylinder liner by altering the bimetal to mitigate the bimetallic effect. In the context of the present invention, this is achieved in that one of the layers of the bimetal is reduced in thickness or wall thickness, so that this layer can exert only lower forces with a temperature change and thus can build up only lower voltages.
• the thickness of the wear-resistant inner layer decreases at both axial ends of the cylinder liner.
• the thickness of the wear-resistant at or in front of at least one axial end of the cylinder liner is reduced to zero.
• the thickness of the wear-resistant layer at or to the end of the cylinder liner decreases to zero, resulting in a stage or by thinning the wear-resistant inner layer can be achieved.
• the end surface or surfaces of the cylinder liner are formed only of the material of the cover layer.
• the wear resistant inner layer terminates before at least one of the axial ends of the cylinder liner.
• the end pieces of the cylinder liner are formed only of the material of the cover layer, whereby no bimetal effect occurs in this area, or the bimetal effect between the cover layer and wear-resistant inner layer is reduced.
• the wear-resistant inner layer ends in front of both axial ends of the cylinder liner.
• the wear-resistant inner layer ends in a range of 1 to 20 mm, preferably 1 to 5 mm, before at least one and / or both axial end of the cylinder liner.
• the thickness of the wear-resistant inner layer is reduced in a range of 1 to 20 mm, preferably 1 to 5 mm, in front of at least one and / or both axial end of the cylinder liner.
• the cylinder liner comprises at least one circumferential groove disposed on the outside and / or inside of the cylinder liner. Through a groove, the bimetal can be interrupted, or a thickness of one of the layers can be reduced so far that the bimetallic effect is significantly reduced. With a greatly reduced bimetallic effect occur in the cylinder liner also less severe stresses that can lead to distortion and / or deformation.
• the at least one peripheral groove extends to a depth of 1/3 to 2/3 of the radial wall thickness of the cover layer or the wear-resistant inner layer. More preferably, at least one circumferential groove extends to a depth of about 2/3 of the radial wall thickness of the cover layer or the wear-resistant inner layer. Due to the thickness reduction resulting from the groove, the bimetallic effect between the Cover layer and the wear-resistant inner layer reduced.
• the at least one groove (8) is arranged at a distance of between 1 mm and 20 mm, preferably between 1 mm and 5 mm, from one end of the cylinder liner (2).
• This arrangement enables the bimetallic effect in the critical region to be drastically reduced.
• In a region near the top or cylinder head end of the cylinder liner often no compression / ⁇ labstreif-piston rings are arranged. As a result, no negative interactions between the groove or the grooves and any piston rings are to be expected.
• the at least one groove has a rounding in the cross section with a radius of at most 1 mm.
• the groove extends in a curved path inside the cylinder liner.
• the curvature of the web in this case relates to a course of the groove in the axial direction, which deviates from an ideal circular path.
• the groove may be in the form of a sine wave inside the cylinder liner. If the amplitude of a sine wave or a curved path is greater than the width of the groove, it can be prevented that a piston ring or a part of an oil control ring can engage in the groove.
• the wear-resistant inner layer terminates in a curved line in front of the axial end of the cylinder liner.
• the curvature of the line relates to a course of the line in the axial direction, which deviates from an ideal circular path.
• the line may be adapted to the shape of a piston skirt.
• This embodiment can be combined with the grooves.
• This embodiment can also be combined with longitudinal grooves which extend in the axial direction and extend substantially only in the region of the amplitude of the curved line.
• an outer layer is further applied, which counteracts stresses between the cover layer and the wear-resistant inner layer.
• the bimetal effect between the wear-resistant inner layer and the cover layer by lifted an opposing bimetallic effect between the cover layer and the outer layer.
• an engine block having at least one cast-in cylinder liner as described above is provided. In such an engine block, the known problems such as warping of the cylinder liners occur neither during manufacture nor during operation of the engine.
• Figure 1 illustrates a two-layered or two-layer cylinder liner according to the prior art in a perspective partial sectional view.
• Figure 2 illustrates a two-layer cylinder liner according to the invention, the wear-resistant inner layer ends before the axial ends of the cylinder liner.
• Figure 3 illustrates a two-layer cylinder liner according to the invention in which the thickness of a wear-resistant inner layer at the axial ends of the cylinder liner is reduced to zero.
• FIG. 4 shows a two-layer cylinder liner according to the invention, in which the thickness of a wear-resistant inner layer in the region of an axial end of the cylinder liner is reduced by a groove.
• FIG. 5 shows a two-layer cylinder liner according to the invention with a plurality of grooves.
• FIG. 6 shows a three-layer cylinder liner according to the invention, with the inner and outer layers ending before the lower end of the cylinder liner in the drawing.
• Figure 1 illustrates a prior art two-layer cylinder liner in a partial perspective sectional view.
• the prior art cylinder liner 1 comprises a wear-resistant inner layer 6 and a cover layer 4 of another material. From the figure it follows that the cylinder liner is equivalent to a bimetallic strip which is bent into a tube and welded. As a result, stresses occur in the cylinder liner when temperature changes. These stresses have a particularly strong effect on the upper end (also on the cylinder head side) and the lower end (also on the crankshaft side) of the cylinder liner. In the middle range, these forces do not affect as much as they can be balanced with the respective forces in adjacent areas.
• Figure 2 illustrates a two-layer cylinder liner 2 according to the invention, the wear-resistant inner layer 6 end in the axial direction in front of the axial ends of the cylinder liner 2.
• the cover layer 4 projects on both sides over the wear-resistant inner layer 6 the distance x.
• the upper supernatant is made larger, since it is subject to a higher thermal load and thus shows a stronger bimetal effect.
• the ends of the cylinder liner are not formed by a bimetal, but consist of only one material.
• FIG. 3 shows a further two-layer cylinder liner 2 according to the invention, in which the thickness of a wear-resistant inner layer 6 at the axial ends of the cylinder liner 2 is reduced to zero.
• the bimetal effect not at a corner or step, but gradually reduced to zero in a transition region x and y, respectively.
• This design requires a higher degree of manufacturing accuracy.
• the type and the width x or y of the transition can be adapted to the conditions prevailing in a particular engine.
• the type and width y of the upper transition region may differ from the type and width x of the lower transition region.
• FIG. 4 shows a two-layer cylinder liner according to the invention, in which the thickness of a wear-resistant inner layer in the region of an axial end of the cylinder liner is reduced by a groove.
• the cylinder liner is provided with an inner groove 8 'and an outer groove 8. Both grooves 8, 8 'reduce the material thickness of the respective material layer with respect to the material thickness of the respective other layer. Due to the grooves, the cross section of the respective layer is weakened, depending on the depth of the groove 8, 8 ', which in turn reduces the bimetallic effect.
• the inner groove 8 ' is attached to the lower side of the cylinder liner, whereby the groove 8' can not conflict with piston rings.
• the upper groove 8 is arranged on the outside of the cylinder liner.
• FIG. 5 shows a two-layer cylinder liner according to the invention with a plurality of grooves.
• FIG. 5 shows a two-layer cylinder liner according to the invention, in which the thickness of a wear-resistant inner layer in the region of one axial end of the cylinder liner is reduced by grooves 8 '8 "In this embodiment, the cylinder liner is provided with two lower internal grooves 8' two outer grooves 8, one upper and one lower outer groove.
• the cylinder liner 2 is also provided with an upper inner groove 8 "running in a wavy line or running on a curved path on the inner surface of the cylinder liner, thus preventing a piston ring passing the groove when the pistons are inserted into the cylinder It is also possible to arrange a broken groove at the lower or upper end of the cylinder liner to avoid any problems with piston rings
• the compression rings are not seated at the top of a piston, which causes the piston to rupture Groove, if it is placed at a sufficiently short distance from the top of the cylinder liner, does not come into contact with the compression rings.
• the grooves can also be used at one or both ends of a cylinder liner, as shown in Figures 2 and 3.
• FIG. 6 shows a three-layer cylinder liner 3 according to the invention, the inner and outer layers ending in front of the lower end of the cylinder liner 3 in the drawing.
• the wear-resistant inner layer 6 is executed only partially in the circumferential direction. Modern pistons with a partially executed piston skirt require a wear-resistant inner layer 6 only in the sections shown.
• an outer layer 10 is additionally applied to the cover layer 6. The outer layer 10 is dimensioned in this case (material thickness, strength, thermal expansion coefficient) so that the thermal stresses cancel each other out. This voltage compensation can only work if the wear-resistant inner layer 4 and the outer layer 10 each extend in the same areas.
• a cylinder liner having at least one inner diameter wear resistant layer (6) and outer diameter cover layer (4) is made such that the thickness of the wear resistant layer (6) approaches zero at the axial end of the cylinder liner (see FIGS. 2 and 3).
• All of the cylinder liners illustrated in the drawings can be produced, for example, by means of thermal spraying according to a known method, in that the axial extent of the wear protection layer (6) is less than the axial extent of the cover layer (2). This can be achieved by varying the travel path of the spray gun or the use suitable covers or stencils can be achieved.
• the axial length of the part of the cylinder liner produced without wear protection layer at one end or at both ends is 1 to 20 mm, ideally 1 to 5 mm. It is also envisaged to use a combination method in which a wear-resistant inner layer processed by means of mechanical or thermal processing methods is provided with an outer layer by thermal spraying. It is also possible to encase a wear-resistant inner layer 6 with a cover layer. Depending on the design, a bushing produced in this way can be used for thermal joining, for pressing in or for pouring into the engine block.
• one or more circumferential grooves (8, 8 ', 8 ") can be introduced into the outer or inner lateral surface of the bushing (see Figures 4 and 5) for stress relief
• the internal groove with a depth of about 2/3 of the radial wall thickness and up to 1 mm radius with an axial distance of 1 to 20 mm from the end face is currently for motor vehicle
• other dimensions, depths and groove shapes can be used, and the grooves can be introduced into the surfaces both excitingly and by means of thermal processing methods.
• interrupted grooves or dot patterns to reduce d he wall thickness of the wear-resistant inner layer 4 can be used.

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• Engineering & Computer Science (AREA)
• Chemical & Material Sciences (AREA)
• Mechanical Engineering (AREA)
• Plasma & Fusion (AREA)
• Chemical Kinetics & Catalysis (AREA)
• Materials Engineering (AREA)
• Physics & Mathematics (AREA)
• Metallurgy (AREA)
• Organic Chemistry (AREA)
• Combustion & Propulsion (AREA)
• General Engineering & Computer Science (AREA)
• Cylinder Crankcases Of Internal Combustion Engines (AREA)
• Pistons, Piston Rings, And Cylinders (AREA)
• Other Surface Treatments For Metallic Materials (AREA)

Priority Applications (5)

Applications Claiming Priority (2)

Publications (1)

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Family Applications (1)

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Citations (5)

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• 2012
  • 2012-09-17 DE DE102012216518.5A patent/DE102012216518A1/de not_active Withdrawn
• 2013
  • 2013-07-15 MX MX2015002081A patent/MX361322B/es active IP Right Grant
  • 2013-07-15 US US14/428,867 patent/US10006399B2/en active Active
  • 2013-07-15 WO PCT/EP2013/064875 patent/WO2014040775A1/de active Application Filing
  • 2013-07-15 CN CN201380038187.8A patent/CN104619976B/zh active Active
  • 2013-07-15 EP EP13739644.6A patent/EP2895725B1/de active Active
  • 2013-07-15 PL PL13739644T patent/PL2895725T3/pl unknown

Patent Citations (5)

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